Copyright © 2017 American Maritime Officers ■ editorial@amo-union.org

Page 12: Maersk Peary conducts consolidation training

Page 6: Philly Shipyard, Inc. held a ceremonial keel laying on January12 for the fourth product tanker in a four-vessel order for AmericanPetroleum Tankers. AMO will represent all licensed officers aboard thetankers being built for APT by Philly Shipyard.

Philly Shipyard lays keel for fourthvessel in APT tanker series

Page 7: In a letter to U.S. Customs and Border Protection, the presi-dents of seven seagoing unions alerted the agency to the negativeimpact of the AQUA Lane Program on shore access and urged CBP toensure the rights of U.S. merchant mariners are maintained.

Seagoing unions seek to secureshore access for U.S mariners

Volume 47, Number 2 February 2017

Jones Act tanker Liberty christenedThird ship inSEA-Vista LLCECO Class seriesnears completion

On Saturday, December 17, the JonesAct tanker Liberty was christened at theGeneral Dynamics NASSCO shipyard inSan Diego, Calif. The Liberty is the thirdECO Class tanker in a series built for SEA-Vista LLC.

American Maritime Officers repre-sents all licensed officers aboard the SEA-Vista tankers, which, along with the newarticulated tug/barge Sea Power, are operat-ed by Eco-Tankers.

Debora Denning, wife of SEACORVice President Tom Denning, christened theLibertywith the traditional break of a cham-pagne bottle on the side of the ship.

Designed for improved fuel efficien-cy, the 610-foot-long, 50,000 deadweightton ECO Class tanker symbolizes theemerging direction of the shipping industryin the U.S. toward cleaner modes of trans-porting product, NASSCO stated. Theship’s advanced design achieves 33 percentincreased fuel efficiency through severalfeatures, including a G-series MAN MEslow-speed main engine and an optimizedhull form. The ships are built ready to con-vert for the use of liquefied natural gas(LNG) as a fuel.

The construction and operation of thenew ECO Class tankers are aligned with theJones Act, requiring that ships carryingcargo between U.S. ports be built in U.S.shipyards. The Jones Act is responsible forapproximately 500,000 good-paying jobsnationwide and supports U.S. shipyards.

The first two ECO Class tankers inthe SEA-Vista LLC series — theIndependence and Constitution— are nowoperating in domestic trade.

Photos: General Dynamics NASSCO

At right: Chief Engineer Marc Lenzi(second from left) and Captain Paul

Johnson (right) were joined byAmerican Maritime Officers West

Coast Representative William Barrereat the christening of the Liberty in

San Diego, Calif. on December 17.

2 • American Maritime Officer February 2017

American Maritime Officers aboard Jones Act tanker Louisiana

American Maritime Officers members working aboard the Jones Act tanker Louisiana in January, here in Port Everglades, Fla., included Captain TravisDiemert, Chief Mate Tim LeClair, Third Mate Tim Van Weezel, Third Mate Austin Neuman, Second Assistant Engineer Seth Green, First A.E. Zach Nicholsand Second Mate Joe Kasprzycki. With them is Deck Cadet Jake Wilkinson. The Louisiana is operated by Intrepid Personnel and Provisioning and is mannedin all licensed positions by AMO.

American Maritime Officer(USPS 316-920)

Official Publication of American Maritime Officers601 S. Federal HighwayDania Beach, FL 33004

(954) 921-2221Periodical Postage Paid at

Dania Beach, FL and Additional Mailing OfficesPublished Monthly

POSTMASTER—Send Address Changes To:American Maritime Officers — ATTENTION: Member Services

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ISO 9001:2008Certificate #33975

Amendments to AMO National Constitution approvedThe following two amendments to the American Maritime Officers National

Constitution were approved by the AMO National Executive Board on January 31, 2017and were approved by unanimous votes of AMO members attending the regular monthlymembership meeting at AMO National Headquarters on February 6, 2017. The AMONational Constitution is available on the AMO website: www.amo-union.org.

Article IX, Section 3 has been amended as follows:Previous language: All other classifications of employees shall be hired, dis-

charged and compensated as recommended by the National President and approved bythe National Executive Board.

Amended: All other classifications of employees shall be hired, discharged andcompensated at the discretion of the National President.

Article V, Section 1(a)* has been amended as follows:Previous language: Electronic Technicians and Radio Officers who do not

achieve 200 days of covered employment in a calendar year shall pay the non-sail-ing dues rate of $112 per quarter and $448 per year.

Amended: Electronic Technicians, Radio Officers, and Great Lakes Stewards whodo not achieve 200 days of covered employment in a calendar year shall pay the non-sailing dues rate of $112 per quarter and $448 per year.

Military Sealift Command begins implementing changes tomedical exam requirements for contract civilian mariners

The following language regarding changes in medical requirements for contractcivilian (merchant) mariners is excerpted from a Military Sealift Command request forproposals. These standards are being applied to some MSC contracts via modification,but not yet to all. It is expected that, over time, these requirements will be implementedfor all MSC contracts.

Medical exam requirements for contract mariners (CONMARS) — AllCONMARS shall be screened and undergo pre-employment multi-phasic med-ical/dental physical examinations to ensure that they are in good physical condi-tion, do not have a history of injuries onboard ship, and do not have a history ofinability to perform the physical requirements of their position. The USCG med-ical examination requirements and periodicity shall be used, at a minimum, tostandardize the physical qualifications parameters for initial entry, retention,duty assignments and training programs for CONMARS required for employ-ment in positions at sea aboard government owned vessels under the control ofMilitary Sealift Command.

Supplemental MSC medical screening — Since the USCG medical exam does

not require the below medical examination requirements generally used as MSC ForceSurgeon’s core medical examination standards —

(1) Complete Blood Count (CBC)(2) Lipid Profile (total cholesterol, LDL, HDL, triglycerides)(3) Hemoglobin A1C test (in place of fasting glucose)(4) Urinalysis(5) EKG(6) Dental exam by licensed healthcare practitioner (dentist is also acceptable but

not required)

— the Operating Company (OPCO) designated medical representatives shallensure the above listed medical screenings are also implemented. Periodicity is tobe every five years up to age 50, then every two years, but may be more frequentat the discretion of the OPCO’s medical representative in the case of abnormalitiesor chronic conditions, such as diabetes, coronary artery disease, hyperlipidemia, orother medical conditions.

American Maritime Officer • 3February 2017

The limits of automationWhere do you draw the line betweensafety and efficiency?

The following article by Paul Beneckiwas published October 31, 2016 by TheMaritime Executive (www.maritime-execu-tive.com/magazine/the-limits-of-automa-tion) and is reprinted here with permission.

“Big Data,” “the Internet of things,”“the cloud” — all the latest catchphrasesfrom enterprise IT are coming to the mar-itime industry. These terms describe a num-ber of breakthroughs that are changingshoreside commerce, and they are begin-ning to change the way ships run too, day today and delivery to demolition.

All are made possible by fast, ubiqui-tous connections. Improved, satellite-basedInternet helps the home office stay more con-nected with operations, allows technicians totroubleshoot problems from shore, helpscrewmembers feel closer to home, and raisesthe possibility of hosting ship data on remote,third-party servers (the cloud), making itaccessible from anywhere in the world withan Internet connection. Ship-wide wirelessnetworks allow information to be collectedautomatically from hundreds of sensors,meaning ship performance can be logged inreal time without requiring someone to typeit into a computer.

As with so many earlier innova-tions, from coal-fired boilers to GPS, ship-ping will change with the new technology.The debate centers on how fast and towhat extent.

Crewless ships?Some believe that increasingly

sophisticated and integrated marine elec-tronics will culminate in the fully electronicship — self-navigating, self-operating,autonomous, with remote monitoring staffon shore and no mariners aboard.

Rolls-Royce Marine is a leading pro-ponent of this model. In a recently pub-lished paper, Esa Jokioinen, head of thefirm’s Blue Ocean team, declared that“autonomous shipping is the future of themaritime industry” and “smart ships willrevolutionize the landscape of ship designand operations.” He suggests that, without abridge team, vessels would not need accom-modations, a deckhouse or crew supportsystems like HVAC, opening more spacefor cargo and reducing costs. Thanks inlarge part to the automotive industry, thesensors and controls for automation alreadyexist, and Jokioinen thinks an autonomousship could be operating in commercial tradeby the end of the decade.

He is not the only one who believesthat the arrival of some form of autonomy isnear. Lloyd’s Register recently issued guid-

ance on the classification of autonomousvessels with six levels of sophistication,ranging from a ship with data collation forhuman decision-making to a fully self-nav-igating ship without a crew.

Evolutionary, not revolutionaryCaptain Frank Coles, CEO of marine

electronics firm Transas, does not share thisvision — at least not all of it. “We would begoing from seat-of-the-pants ship manage-ment to the space shuttle and bypassing allthe stages in between,” he says. “We aremuch less technologically prepared forautomation in comparison to the aviationindustry, or to cars and trains, and those sec-tors operate on short trips in highly con-trolled environments.”

Coles suggests that, aside from thetechnology, there are a number of problemswith removing the crew of a merchant ves-sel. First, the marine environment is harsh,unpredictable, and hard on equipment. Acrew can intervene in the event of a steeringfailure or loss of propulsion. Losing thecapability to make repairs at sea meansmore redundancy would have to be builtinto the ship, adding cost.

Second, engineers and deck crewcarry out maintenance every day to keep thevessel running, from changing filters togreasing deck machinery. On tankers andbulkers, the crew often cleans tanks or holdsduring a ballast voyage to prepare for thenext cargo. Without work done under way,port calls might have to be longer — andcostlier — to take care of these commercial-ly necessary tasks.

Lastly, a single marine casualty cancause hundreds of millions of dollars indamage to cargo and the environment.Statistics suggest that human error is impli-cated in most accidents, but he argues thatthis highlights the need for better training.

Coles is skeptical that the public — orregulators, or the P&I clubs — are ready toaccept the idea of a merchant ship navigatingunattended. He predicts the future of naviga-tion is in automated electronic tools to assisthighly trained mariners — an evolutionaryprogression rather than a revolution. Colesforesees a time when a ship is self-navigatingunder most circumstances, and an alarm willbring the crew to the bridge when an actionis required: “You reduce the monotony. Youhave officers on standby for when their skillsare needed, and you still have the crew doingthe maintenance.”

Integration and AutomationWhether or not full autonomy

Autonomous ships

By Michael MurphyNational Vice PresidentGovernment Relations

Last month’s article onautonomous ship by Captain GeorgeQuick examined the hurdles and socialimpact of fully automating ships.

This month’s article, by Paul

Benecki, explores the limits of automationand the balance between safety and efficien-cy. Further, it gives a voice to the view thatships will still need mariners aboard, andintegrated automation will be employed toenhance their productivity and free themfrom mundane tasks.

As I said in my lead-in to last month’sarticle, there are many obstacles to over-

come if mariners are completely removedfrom ships.

Currently, the technology companiesmaking the case for autonomous ships aregrabbing the headlines, apparently hopingto create momentum for a demand thatdoesn’t yet exist. This is why now is thetime for ship owners, operators, seafarersand other members of the industry to edu-

cate themselves on the claims, possibili-ties, difficulties and economics of auto-mated ships versus autonomous ships.

Without informed discussion onthese subjects, we are abdicating ourroles in shaping the future of our indus-try. I hope you enjoy this month’s arti-cle. Please feel free to provide your ownthoughts on this subject.

makes its debut in 2020, the great majorityof commercial vessels will have marinersstanding watch for some time to come,and every marine electronics companyoffers a range of tools and services formaking that task easier.

As perhaps the ultimate step toward aunified bridge console, the shipowner nowhas the option of buying a single largetouchscreen for navigational information.Bridge integration firm Alphatron sees verylarge screens as the way of the future. Theirtop-end offerings are not as massive as thebillboard-sized monitors now availableshoreside, but they are still more than twicethe size of the average bridge display. Thefirm says its 46-inch multifunction touch-screen is large enough to give a simultane-ous view of radar, ECDIS, alarm monitor-ing and dynamic positioning data.

For the Second Mate, Alphatron andothers offer a dedicated “electronic charttable,” a very large touchscreen displaydesigned for horizontal installation. Theoversized monitor means that route plan-ning can be done at “paper chart” scale withless time spent window-scrolling, and theuser can point and touch to select waypointsor inspect features. Competing firm NAV-TOR offers a unit with split-screen display,letting the navigator look at the same routeon large and small-scale charts at the sametime. It also includes an option for overlay-ing weather imagery and weather-routingrecommendations.

“To cloud or not to cloud”Just as systems integration on the

bridge can make watchkeeping and othershipboard functions easier, so can the inte-gration of operational data in the cloudmake the business of shipping easier — andmore profitable — for the home office.

Large firms have led the way in thisapproach to data-driven, shore-based deci-sion-making. When a vessel operator hashundreds of ships, like Maersk Line, it ispossible to justify the expense of a full“Global Voyage Centre,” as the carriercalls its dedicated ship monitoring depart-ment. For smaller companies that cannotafford such an investment, many vendors— from engineering conglomerates likeGE to class societies like ClassNK — nowoffer a range of services that store ship-board data in the cloud and put it to usewith cloud-hosted software.

These suppliers note a long list ofbenefits. The ease of sharing data via cloud-hosting can mean better coordination withshoreside parties including the operator,suppliers, ship’s agents, ports and others.Some of the cloud-hosted applications offeraccess via mobile devices, making ship-management data accessible to staff orexecutives wherever they go.

Fuel consumption and other data canbe used by shoreside staff to fine-tune oper-ations from afar. Maersk says this interven-tion alone saves them millions of dollars

every year. Remote engine monitoring via acloud-enabled data feed — like Singapore-based Brightree’s plug-and-play system —can facilitate condition-based preventivemaintenance, potentially reducing costs anddowntime. And in the event of an equip-ment failure, shoreside technicians can usedetailed sensor data or a live video feed todiagnose the problem — without travelingto meet the ship.

René Jahncke, Director of MaritimeBusiness for CODie Software, says theoption to store ship data in the cloud hasbecome an increasingly important feature.“We have to provide cloud-hosting now,”Jahncke says, and the firm does — in addi-tion to the more traditional option of hostingits software suite on an operator’s local areanetwork (LAN).

Jahncke recognizes the benefits ofthe cloud but points out that it is highlydependent on constant satellite Internet:“We’ve had that discussion with severalsoftware manufacturers. We call it the mil-lion-dollar question: to cloud or not tocloud. Cloud-hosting means you can getaccess to your data anywhere there isInternet, but many shipowners don’t wantto pay for the cost of the permanent satel-lite connection to shore.”

And not every operator is ready torely on that connection. What if it breaksdown due to bad weather or technical faults,Jahncke asks. The whole system would beunavailable, meaning an interruption inadministrative, reporting, accounting andordering processes on board.

Whether stored in the cloud or not,the automatic collection of shipboard sensordata is essential for a modern software suite.“This is a must for our new system,”Jahncke says. “All of the ‘classic’ softwaresuites require a lot of manual input. As soonas you can integrate sensors, you can auto-mate the data entry, saving time and reduc-ing errors.”

At the moment, though, there are stilltechnical limits. Jahncke adds that “So farthere is no such thing as a fully integrated,‘automatic’ ship management system draw-ing on data from every electronic device onboard. Different electronics manufacturershave different designs, and the interfacing isa big issue.”

Empowering seafarersShoreside industries have already

reaped the benefits of increased connectivi-ty, and shipping has begun to move in thesame direction. But no matter how fast itadopts the latest in IT trends, well-trainedprofessional mariners will be navigatingships for years to come.

For Captain Coles, they are the futureof the marine electronics business:“Technology is becoming the lifeblood ofeconomical shipping, and shipping needsmodern seafarers to handle this technology.As industry leaders, we must continue toempower these seafarers.”

Implications for mariners, unions and industry

4 • American Maritime Officer February 2017

U.S. Coast Guard: Final hearings into loss of El FaroThe following is excerpted from an article released January 13 by the U.S. Coast

Guard, which is available online at www.uscgnews.com/go/doc/4007/2912318. Thethird session of hearings began on February 6.

The third and final Coast Guard Marine Board of Investigation hearing has beenscheduled to commence on February 6, 2017 in Jacksonville, Fla.

This hearing will examine additional elements of the investigation including crewwitnesses, TOTE company officials, Coast Guard officials and contents of El Faro’sVoyage Data Recorder, including the transcript of bridge audio recordings, which wasreleased December 13, 2016 by the National Transportation Safety Board (NTSB). TheNTSB, which is conducting its own concurrent investigation, will fully participate in theMarine Board of Investigation hearings.

What:Marine Board of Investigation, third and final hearing

When: Commencing Feb. 6, 2017Where: Prime F. Osborn Convention Center, 1000 Water Street,

Jacksonville, FL 32204How: There are several ways interested parties may stay up to date with the MBI

proceedings.The Coast Guard will be tweeting live hearing updates from @uscoastguard with

the following hashtags: #CGMBI #Elfaro.An e-mail has been set up for interested parties to ask questions or make com-

ments. This e-mail will be checked regularly: ELFARO@uscg.mil.The Coast Guard is also hosting a live stream of the proceedings. The web address

for the live stream and an archive of past El Faro proceedings is:https://livestream.com/USCGInvestigations.

U.S. Coast Guard actively enforcing ballast watermanagement compliance as more systems are approved

The following article by U.S. Coast Guard Assistant Commandant for PreventionPolicy Rear Adm. Paul Thomas was published online January 17 and is available atwww.namepa.net/newsletter-articles/ballast-water-uscg.

Since September of last year, when the implementation date of the InternationalBallast Water Management (BWM) Convention became clear, all eyes have been focusedon the U.S. type approval process. Ship owners and operators have been concerned, in par-ticular, with the differences between the between the U.S. and international type approvalprocesses and the potential that BWMS meeting the more stringent U.S. requirements maynot be available prior to the entry into force of the International BWM Convention in 2017.

In December 2016, the Coast Guard type approved three BWMSs, and we expect tosee more systems submitted for type approval early this year. The type approved systemscurrently available treat ballast water with filtration and either chlorination (EC) or ultravi-olet light (UV) to reduce the number of living organisms to less than the regulatory limits.Information on the U.S. type approved systems is available at the Coast Guard “MaritimeCommons” blog (http://mariners.coastguard.dodlive.mil/tag/ballast-water/), MaritimeInformation Exchange, CGMIX (http://cgmix.uscg.mil/Equipment/Default.aspx), andHomeport internet portal (http://homeport.uscg.mil/ballastwater).

The Coast Guard recognizes that a range of BWM options are necessary for theglobal fleet to manage ballast water effectively, including a range of BWMS sizes andtreatment types. Even as we continue to focus on type approving additional BWMS,vessel owners and operators need to look beyond type approval to the challenges asso-ciated with fitting and operating the systems and planning for compliance with U.S. andinternational standards.

Understand the Type Approval Certificate: BWMS type approvals are not thesame as type approvals for more passive and less complex systems, such as life saving orfirefighting equipment. BWMS type approvals are highly technical and very complex.System requirements such as flow rates, power level, water temperature and hold time varygreatly, not only between system type (i.e. between UV and EC), but also between systemsof the same type produced by different manufacturers. An approved system will be com-pliant with the discharge standard only if it is operated as specified in the type approval.Most often the type approval will reference the manufacturer’s operating manual for the sys-tem. It is incumbent on owner/operators to evaluate the technical specifications of eachBWMS to ensure the system they intend to install fits the operating profile of the vessel onwhich it is intended to be installed.

In order to assist owner/operators with this decision, the Coast Guard lists key systemparameters on the U.S. Coast Guard Certificate of Approval. Other key parameters such aspower consumption, system dimension and space requirements can be found in the systemspecific operations manuals. I strongly urge vessel owners/operators to work closely withsystem manufacturers to evaluate potential BWMSs to ensure the system they choose ade-quately fits their needs and the needs of their fleet.

Understand the new compliance date extension process: There are now type-approved systems available and, accordingly, the Coast Guard has transitioned to a post-type approval extension regime. It is important for the vessel owner/operator to understandthe new extension request requirements. Previously, it was relatively simple for a vesselowner/operator to document that, despite all efforts, compliance with one of the acceptedballast water management methods, including installation of a Coast Guard type approvedBWMS, was not possible. Now that three BWMSs have been type approved, it changes theway we approach these requests. Operators can no longer request an extension simply citingthere is no Coast Guard type approved system available. Each extension request requires anexplicit statement supported by documentary evidence that one of the accepted methods inthe regulations, including installation of a Coast Guard type approved system, is not possi-ble for purposes of compliance with the regulatory implementation schedule.

Other factors that we consider when evaluating an extension request include the leadtime required to contract and install a U.S. type approved system, issues related to limitedmarket and manufacturing capabilities, and limited shipyard capacity. The Coast Guard willno longer accept batch applications for extensions; instead, each vessel must be evaluated

individually. Lastly, vessels equipped with a foreign type approved BWMS that has beenaccepted as an Alternate Management System (AMS) will likely not receive an extensionbecause the vessel is already considered to be in compliance. As per our regulations, ves-sels may use an AMS for up to five years past the vessel’s compliance date.

To date, we have received over 13,000 requests for extensions to vessel compliancedates, granted just under 12,000 requests, and recently denied nine requests. Due to the vol-ume of these requests and time that it takes to review them, it is extremely important forvessel owners/operators to pay close attention to the extension requirements. An extensionrequest must be submitted at least 12 months prior to the vessel’s compliance date, and sup-plemental requests must be filed 90 days before the termination date specified in the previ-ous extension. Supplemental requests will be granted only for delays caused by unforeseencircumstances or situations beyond the control of the owner or operator.

Plan for compliance: It is imperative that vessel owners/operators review and updatevessel ballast water management plans routinely and especially now that type approved sys-tems are available. Ballast water exchange and the use of Coast Guard accepted AMS arebeing phased out as compliance options. This means that vessel owners/operators mustunderstand the accepted BWM method(s) that will be used, train the crew in proper proce-dures and use of any BWM equipment, and incorporate ballast water management into thevessel’s Safety Management System. The core of this approach is the BWM plan (BWMP).

A comprehensive plan addresses a broad spectrum of items. Here are some generalissues that must be addressed in detail in a ship-specific BWMP:

1. Training requirements for the crew;2. Safety procedures related to ballast water management methods, equipment and

practices, including incorporation of BWM into Safety Management Systems;3. Specific actions for meeting the BWM requirements, documentation procedures,

crew training requirements, contingency plans for the failure or inoperability of intendedballast water management methods and corrective action plans and procedures, and inclu-sion or specific reference to any information necessary to conduct ballast water manage-ment in accordance with the plan, taking into account any conditions and factors specific tothe vessel;

4. Detailed fouling maintenance and sediment removal procedures;5. Procedures for coordinating the shipboard BWM strategy with Coast Guard

authorities including procedures for informing the Coast Guard of any problems in manag-ing ballast water intended for discharge into U.S. waters;

6. Identification of the designated officer in charge of BWM; 7. Detailed procedures for meeting the reporting requirements for ports and places in

the U.S. visited by the vessel (different reporting procedures exist for Great Lakes, upperHudson River, and other locations)

Ballast water management compliance is being actively enforced in the U.S. Everydomestic vessel inspection or Port State Control examination includes an assessment ofcompliance with the BWM requirements. U.S. Coast Guard inspectors will follow the exist-ing compliance approach where they certify documents and records, crew knowledge,equipment condition and operation, and sample BW discharge for analysis if warranted.Failure to comply with the applicable requirements may result in penalties.

Plan for contingencies: Vessels that have reached their compliance date will notbe allowed to discharge unmanaged ballast water into U.S. waters. The ballast watermanagement plan should address what the vessel will do if the intended method ofBWM is unexpectedly unavailable (e.g. the BWMS stops operating, a reception facilityor PWS is temporarily unavailable, etc). This plan is critical to the safe and efficientoperation of the vessel.

This year, the Coast Guard will publish more guidance on the ballast water manage-ment program. Specifically, we will continue to clarify details with regard to our compli-ance program and compliance date extensions. All of the outreach and guidance documentsdeveloped will be posted on the Homeport website. I look forward to continued dialoguebetween the Coast Guard and industry as we work to reduce the threats of ballast-mediatedbiological invasions in U.S. waters.

U.S.-flag Great Lakes cargo movement down 4.5 percent in 2016 U.S.-flagged Great Lakes freighters

moved 83.3 million tons of cargo in 2016, adecrease of 4.5 percent compared to 2015.The 2016 float was also 7.7 percent below

the fleet’s five-year average, the LakeCarriers’ Association reported.

Iron ore cargoes totaled 44.1 milliontons, an increase of 7.8 percent. However,

all other commodities decreased com-pared with 2015. Coal was down 26.6 per-cent. Limestone (mostly aggregate andfluxstone) dipped by 8.4 percent.

Cement decreased by 6 percent. Saltcargoes were off by nearly 11 percent.Shipments of sand fell by 17.1 percent,and grain decreased by almost 30 percent.

American Maritime Officer • 5February 2017

New study sees $1.7 billion economicbenefit in Soo Lock modernizationConstruction of second Poe-sized lock critical toresiliency of freight transportation infrastructure

The following is excerpted from anarticle released by the Lake Carriers’Association.

A new study commissioned by theU.S. Treasury Department lists modern-ization of the locks at Sault Ste. Marie,Michigan, as one of the 40 Americantransportation and water “megaprojects”that could bring as much as $1.3 trillion innational economic benefits. The systemresiliency that a second Poe-sized lockwill provide has an estimated net econom-ic benefit of as much as $1.7 billion,according to the study.

The Soo Locks connect LakeSuperior to the lower four Great Lakes andSt. Lawrence Seaway. Lake Superior ishome to five iron ore loading ports, as wellas the largest coal and grain shipping ports.Without the locks at Sault Ste. Marie, thosecargoes could not reach steelmakers, utili-ties and overseas markets.

As the study notes, more than 60percent of the current U.S. and Canadianfleet is restricted by size to the Poe Lock.Any type of service disruption or closurewould result in vessel delays, and outagesof the aging Poe Lock (it was built in

1969) are expected to increase.The study further notes that, in the

event of a closure, there may not be viablealternatives to transporting the more than 40million tons of iron ore and coal to U.S.manufacturers along the Great Lakes. Infact, a 2016 Department of HomelandSecurity report on a six-month closure ofthe Poe Lock forecast 11 million jobs lostnationally as steel production and manufac-turing quickly grind to a virtual halt.

Construction of a second Poe-sizedlock was authorized in the Water ResourcesDevelopment Act of 1986, but an inaccurate

analysis of the benefit/cost (b/c) ratio hasstalled the project. The TreasuryDepartment study puts the project’s b/c ratiobetween 2.0 and 4.0, well above the levelrequired for inclusion in an Administrationbudget and notes that the Federal guidancefollowed by the U.S. Army Corps ofEngineers in determining the current b/cratio does not fully capture impacts to thenation for each closure of the Poe Lock.

“This new study is further proof thata second Poe-sized lock will be a wiseinvestment, said James Weakley,President of Lake Carriers’ Association,the trade association representing U.S.-flag vessel operators on the Great Lakes.“The project is shovel ready. We just needan accurate b/c ratio.”

Weakley further noted a second Poe-sized lock fits perfectly in PresidentTrump’s plan to invest in infrastructure.“The project will require 1.5 million labor-hours over the 10-year construction period.The jobs it will create have been likened toopening an auto plant in the UpperPeninsula. And the economic benefit willexceed $1.7 billion.”

U.S.-flag carriers to invest more than $80 million in winter workWinter is the busiest time for U.S.

shipyards on the Great Lakes and thisyear is no exception. U.S.-flag GreatLakes vessel operators will spend morethan $80 million to maintain and mod-ernize their vessels for the 2017 ship-ping season, the Lake Carriers’Association (LCA) reported.

“Once again Lake Carriers’Association members are demonstratingtheir commitment to Great Lakes ship-ping,” said LCA President James Weakley.“As a Department of Homeland Securityreport has emphasized, many steel mills,power plants and stone quarries do nothave viable alternatives for the shipmentof their raw materials. If the U.S.-flagGreat Lakes fleet is not primed to meet theneeds of commerce in 2017, industrialactivity and hundreds of thousands offamily-sustaining jobs would be in jeop-ardy. This year’s winter work programensures the vessels will be ready.”

Much of the work to be done thiswinter is normal maintenance, such asoverhauls of engines, cargo hold renewaland replacement of conveyor belts in theunloading systems. Lakers get a realworkout during the season. Vessels in thelong-haul trades will carry perhaps 50 car-goes. Hulls dedicated to the short-haultrades can easily double that total.

Several lakers will be drydocked so

their hulls can be surveyed by the U.S.Coast Guard and American Bureau ofShipping, as required by U.S law. Sincethey operate in a fresh water environment,lakers need only be drydocked every fiveto six years, whereas vessels in oceango-ing trades are required to be drydockedtwice in a five-year period.

The oldest vessel expected to seeservice in 2017, the cement barge St.Marys Challenger, will mark her 111thseason on the “inland seas.” That vesselhas carried more than 100 million tons ofseveral types of cargo since beinglaunched as the ore carrier William P.Snyder in 1906.

The major shipyards on the Lakesare located in Sturgeon Bay, Superior andMarinette, Wis.; Erie, Pennsylvania; andToledo, Ohio. Smaller “top-side” repairoperations are located in Cleveland, Ohio;Escanaba, Mich.; Buffalo, N.Y.; and sev-eral cities in Michigan. The industry’sannual payroll for its 2,700 employeesapproaches $125 million and it is estimat-ed that a wintering vessel generates anadditional $800,000 in economic activityin the community in which it is moored.

Great Lakes shipyards continuallyupgrade their facilities to serve the fleet.For example, Fraser Shipyards inSuperior, Wis., added an additional 880feet of dock and berthing space in 2016.

AMO aboard the Philip R. Clarke

The Key Lakes freighter Edwin H. Gott was in the drydock at the shipyard inSturgeon Bay, Wis. in January for the ship’s five-year inspection.

American Maritime Officers members working aboard the Key Lakes vessel Philip R. Clarke in January, here at the ship’s winter berth in Duluth, Minn., includ-ed First Assistant Engineer Jeffrey Darga (above center), Second A.E. Katrina Walheim and Third A.E. Carl Schuchardt. Across from the Clarke is theAmerican Steamship company vessel American Spirit at the winter lay-up dock.

6 • American Maritime Officer February 2017

U.S. Secretary of Transportation Elaine Chaovoices support for Jones Act, U.S. merchant marine

Responding to questions from mem-bers of the Senate Commerce, Science andTransportation Committee during her con-firmation hearing, Elaine Chao — who wasconfirmed on January 31 as U.S. secretaryof transportation — voiced her support forthe Jones Act, highlighted the importance ofthe U.S. merchant marine, and said address-ing issues at the U.S. Merchant MarineAcademy would be a top priority.

Responding to Senator RogerWicker (R-MS), who described the JonesAct as “a vitally important part of our mar-itime industry,” Chao voiced her supportfor enforcement of the Jones Act as “thelaw of the land.”

Referring to the recent announcementby former Secretary of TransportationAnthony Foxx that Sea Year aboard commer-cial vessels for U.S. Merchant Marine

Academy midshipmen would be phasedback in on a company-by-company basisunder certain conditions, Senator Wicker, amember of the Board of Visitors at theUSMMA, said: “On January 6, I was pleasedto learn that Secretary Foxx has lifted thesuspension of the Sea Year on commercialvessels for students, for midshipmen, at theMerchant Marine Academy. I want toencourage you to continue efforts to ensure

the integrity of this critical training programfor our future merchant marine mariners.”

Senator Wicker continued: “TheMerchant Marine Academy is operatingalso under a warning with regard to accred-itation ... my question to you is will youmake it a priority, madam secretary, toensure that the academy will stay on track toaddress the cited deficiencies prior to theApril 2018 deadline, and will you agreewith me that the alumni of this fine institu-tion have a lot of knowledge and wisdomthat they can impart to us as governmentpolicy makers in this regard?”

Chao — who has previously servedin several leadership positions in the federalgovernment, including U.S. secretary oflabor, chair of the Federal MaritimeCommission, and deputy administrator atthe Maritime Administration — responded:“I have been to Kings Point when I wasdeputy maritime administrator. I know thefacility very well. This is a huge issue, andI can assure you that, if confirmed, this willbe the first issue that I take up at MARAD.”

Later in the hearing, Senator BrianSchatz (D-HI) said: “Following up onSenator Wicker’s question regarding theJones Act, it is a bipartisan consensus, asyou know — it’s the foundation of thedomestic U.S.-flag maritime industry, andit is also essential to our national security.U.S.-flag vessels and the American mer-chant marine support our warfighters,transporting medical supplies, food andother cargo to troops in combat. The mili-tary’s confidence in a fleet of U.S.-flagships to move cargo to troops deployed inplaces like Iraq and Afghanistan allowsthe Navy to save limited cargo space forweapons, fuel and other essential goods,and that’s why every secretary of defense,every secretary of the Navy for genera-tions, has supported the Jones Act.”

He asked: “Can you talk about theimportance of the Jones Act from both anational security stand point and from aneconomic security stand point?”

Chao replied: “The Jones Act is avery important program that secures nation-al security. We have seen two wars now inthe last 25 years ... If we did not have themerchant marine assets to assist the grayhulls on these campaigns, military navalcampaigns, our country would not havebeen able to supply our troops, bring thenecessary equipment — all of that is notdone on the gray bottoms, gray-hull bot-toms, but rather merchant marine bottoms.”

She continued: “This is an area thatI’m very familiar with — I have great inter-est in, as well — and the national security ofthe merchant marine fleet of this country ispart of the way that we are able to be effec-tive overseas and protect this country. So Iam a great proponent of the U.S.-flag mer-chant marine fleet.”

AMO aboard Jones Act tanker Sunshine State

Above: The Sunshine State entersPort Everglades, Fla. in Januarywith an escort from the SeabulkTowing tug Broward.

At right: American MaritimeOfficers members working aboard

the Jones Act tanker SunshineState in January included Second

Mate Robert Saweress, FirstAssistant Engineer Heath Kinney,

Chief Engineer Victor Mull andSecond A.E. Janis Kalnins.

AMO members working aboardthe Sunshine State in January,

here in Port Everglades, Fla.,included Captain Stephen Foster,

Third Mate Mike Thomas andThird Assistant Engineer JohnTowles. The Sunshine State is

operated for American PetroleumTankers in Jones Act trade by

Intrepid Personnel andProvisioning and is manned in all

licensed positions by AMO.

Philly Shipyard lays keel for fourth tanker in APT seriesPhilly Shipyard, Inc. (PSI), the whol-

ly-owned U.S. subsidiary of PhillyShipyard ASA, held a ceremonial keel lay-ing on January 12 for the fourth producttanker in a four-vessel order for AmericanPetroleum Tankers (APT), a KinderMorgan, Inc. subsidiary.

Keeping with shipbuilding tradition,coins were placed on one of the keel blocksbefore the 650-ton unit was lowered intoplace in the drydock. Representatives from

Philly Shipyard and Kinder Morgan were inattendance to place the coins as a sign ofgood fortune and safe travels. PhillyShipyard representatives included the 15new hires that began orientation onMonday, January 9. This first orientationclass of 2017 included ten new apprentices,one transportation worker, one machineoperator, one shipbuilder, and two interns.

Philly Shipyard President and CEOSteinar Nerbovik, remarked: “Within the

last 17 years of building great ships, we’vealso built great teams and a best in classworkforce. The shipyard is a place whereyou can be a part of something big, and weare always looking for additional skilledmen and women to join our family. The newhires participating in today’s keel layinghave joined over 1,100 other shipbuilders tocontinue the proud legacy of building anddelivering ships right here in the city ofbrotherly love.”

When completed, the product tankerwill be 600 feet long and capable of carry-ing crude oil or refined petroleum products.The Tier II 50,000 deadweight ton producttanker is based on a proven Hyundai MipoDockyards (HMD) design, which incorpo-rates numerous fuel efficiency features,flexible cargo capability and the latest regu-latory requirements. The vessel will be con-structed with consideration for the use ofLNG for propulsion in the future.

American Maritime Officer • 7February 2017

Canadian union members marchacross country for cabotage laws, jobs

The following article was releasedJanuary 18 by the Maritime TradesDepartment, AFL-CIO, with whichAmerican Maritime Officers is affiliated.

“I am so proud of all the union mem-bers who marched all across Canada callingon members of Parliament to reject provi-sions that would give good Canadian jobs toforeigners,” declared MTD Eastern AreaExecutive Board Member Jim Given. “Weput maritime and its issues front-and-centerall across the country.”

Thousands of union members andsupporters marched in Toronto, Montreal,Vancouver, Victoria, Prince Rupert

(British Columbia) and St. John’s(Newfoundland) under the banner of theCanadian Maritime & Supply ChainCoalition (CMSCC). Given is CMSCCchair and also serves as the president ofthe Seafarers Union of Canada.

The coalition was protesting lan-guage in the Canadian-European UnionComprehensive Economic TradeAgreement (CETA) that would open cer-tain domestic trading routes to foreign andflag-of-convenience shipping, whichwould risk Canadian jobs as well as thenation’s security and environment. Itnoted the changes proposed by CETA

could result in not only unemployment ofCanadian mariners, but also diminish theimportant role Canadian-flag shippingplays in the national economy.

Additionally, the CMSCC reportedleaked documents from talks for theTrade in Services Agreement betweenCanada and 22 other nations revealnegotiators seeking to liberalize marketaccess to the country’s coastal trades. Ifimplemented, this would allow foreign-crewed vessels access to cargo that cur-rently is handled by Canadian-flag,Canadian-crewed vessels.

Finally, protesters were concerned

that the Canada Transportation Act Review(also known as the Emerson Report) callsfor the elimination of cabotage laws regard-ing domestic maritime transportation with-out any regard to the economic and socialoutcome of the Canadian merchant marineand the 250,000 people employed in thecoastal trades.

“This cannot stand unchallenged,”added Given. “All these actions affect ourjobs and our communities. That is why allunions, not just those in maritime, have astake in this important fight.”

Among the unions taking part in theJanuary 12 marches were the SIU ofCanada, Steel Workers, ILA, UFCW,ILWU, Machinists, IBEW, UNIFOR,Operating Engineers, IUPAT, Transport andGeneral Workers, Teamsters and CanadianUnion of Public Employees.

Given stated more actions andprotests can be expected.

AMO aboard theM/V Resolve

American Maritime Officers mem-bers working aboard the M/VResolve in December, here in

Beaumont, Texas, included ChiefEngineer Greg Stabrylla, Third

Assistant Engineer Charlene Swickand Second A.E. Charles Bennett.

With them is TECH ProgramApprentice Engineer Marijan Strk.

The Resolve is operated forAmerican Roll-on Roll-off Carrier inthe Maritime Security Program fleet

by TOTE Services and is manned inall licensed positions by AMO.

AMO aboard theCape Wrath

American Maritime Officers mem-bers working aboard the ReadyReserve Force ship Cape Wrath inJanuary, here in Baltimore, Md.,included Captain Rick Caudle,Third Mate Carolina Klein, SecondMate Dave Frantz, Third AssistantEngineer Antoine Best, Third A.E.Paul Grant, Third Mate ChrisYetten and Chief Engineer JackAndrews. The Cape Wrath is oper-ated by Crowley Liner Servicesand is manned in all licensed posi-tions by AMO.

Seagoing unions seek to secure shore access for U.S. marinersThe following letter dated January

20 was sent by the presidents of sevenseagoing labor unions, includingAmerican Maritime Officers, to U.S.Customs and Border Protection.

We, the Presidents of the U.S. mar-itime unions representing virtually all themariners employed on U.S.-flagged shipsengaged in international trade, wish to bringto your attention the adverse results of thecurrent way the Advanced QualifiedUnlading Approval (AQUA) Lane programis implemented and its impact on U.S.mariners as well as the efficient and safeoperation of U.S.-flagged ships.

As you know, the AQUA Lane pro-gram permits low risk ships engaged inforeign trade that are in the Customs-Trade Partnership Against Terrorism (C-

TPAT) program to engage in cargo oper-ations prior to CBP boarding and clearingthe ship and crew. This can result in avery significant time period before crewmembers can leave the ship. Given thevery short turnaround times on U.S. shipsin liner services, the AQUA Lane pro-gram may effectively deny U.S. citizencrew members the right to go ashore orvisit family in their own country.

U.S. citizen mariners must not berestricted to their ships and denied the basicright to shore leave in their own country dueto a program designed to expedite themovement of the cargo that these tax-pay-ing citizens transport across the ocean. U.S.citizen mariners hold credentials issued bythe U.S. Coast Guard, as well asTransportation Worker Identity Cards

(TWIC) issued by the TSA. They hold cre-dentials with biometric identifiers issued bytwo U.S. government security agenciesafter screening and vetting that far exceedsthe requirements for foreign nationals toenter the U.S. under the preapproval GlobalEntry program. These mariners have beenmore thoroughly vetted than the longshore-men that are permitted to work aboardAQUA Lane qualified vessels, than thetruckers that are allowed to enter U.S. ter-minals or than the hundreds of thousands ofmanifested units of cargo that are loaded inforeign ports aboard containers destined forU. S. ports.

The rationale for the AQUA Laneprogram is that it saves time and money byexpediting the free movement of low riskcargo. But, it unreasonably places a higher

priority on the free movement of cargo ininternational trade than the free movementof low risk U.S. citizen mariners.

Important safety and operationalconsiderations pertaining to U.S. flagvessels have also been overlooked inthe AQUA Lane program. The highworkload placed on the crew of a U.S.flagged ship in its home ports in theU.S. between cargo operations, stores,bunkering, repairs, auditing and inspec-tions requires additional support fromshore based port relief personnel,including deck and engineering offi-cers. These personnel hold the samecredentials issued by the U.S. CoastGuard, as well as TransportationWorker Identity Cards (TWIC) as do thepermanent ship’s officers and crew.Without this additional support, manda-tory international work/rest hour regu-lations could require shutting downoperations, thereby undermining therationale for the AQUA Lane program.

The need for U.S. based crewmembers for timely access to leave theship in their own country and the addi-tional workload placed on U.S. ships intheir home ports are not applicable to for-eign crewed and flagged ships. If theCBP lacks sufficient resources to boardall ships on arrival in a timely manner ahigh priority should be placed on board-ing U.S. flagged ships with U.S. citizencrews before foreign flagged ships.

It should be noted that ships enter-ing the U.S. from a foreign port arerequired to submit an “Electronic Notice ofArrival/Departure” (eNOA/D) ninety-six(96) hours in advance of arrival to theSee Shore Access ◆ Page 11

8 • American Maritime Officer February 2017

Radar Courses

Radar Recertification 1 day 14, 16 March 10, 25, 27 April 8, 12, 15 May 6, 8, 20, 22 June 11, 13 July 1, 3, 15, 17 August 26, 28 September

ARPA 4 days 21 February 16 May

Radar Recertification & ARPA 5 days 20 February 15 May

Original Radar Observer Unlimited 5 days 13 February

AMO Safety and Education Plan — Simulation, Training, Assessment & Research Center(954) 920-3222 / (800) 942-3220 — 2 West Dixie Highway, Dania Beach, FL 33004

General Courses

IGF Code Training 5 days 24 April 24 July 28 August

Confined Space Entry 3 days 6 March 17 July

Advanced Fire Fighting 5 days 17 April 22 May

Basic Safety Training — All 4 modules must be completed within 12 months: Personal SafetyTechniques (Mon/Tues — 1.5 days), Personal Safety & Social Responsibility (Tues pm — .5 days),Elementary First Aid (Wed — 1 day), Fire Fighting & Fire Prevention (Thurs/Fri — 2 days) — not required.if Combined Basic & Adv. Fire Fighting completed within 12 months.

5 days 1 May

Basic Safety Training — Refresher 3 days 3 May

Chemical Safety — Advanced 5 days 11 September

ECDIS 5 days 27 February 17 April 12 June 7 August

Environmental Awareness (includes Oily Water Separator) 3 days 27 March 30 May 19 June

Fast Rescue Boat 4 days 13 March 26 June 24 July 5 September

GMDSS — Requires after-hour homework 10 days 27 March 17 July

LNG Tankerman PIC 8 days 22 February 14 June

LNG Simulator Training — Enrollment priority in the LNG simulator course is given to qualified membercandidates for employment and/or observation opportunities with AMO contracted LNG companies. In allcases successful completion of the LNG PNC classroom course is prerequisite.

5 days 6 March 26 June

Proficiency in Survival Craft (Lifeboat) 4 days 10 April 9 May

Proficiency in Survival Craft (Lifeboat) — Assessments Only 1 day Please Call

Safety Officer Course 2 days 2 March 15 June

Tankerman PIC DL — Classroom 5 days 20 March 1 May 10 July

Tankerman PIC DL — Simulator 10 days 27 March 15 May 24 July 14 August 18 September

Tankerman PIC DL — Accelerated Program 10 days Please Call

Train the Trainer 5 days 6 March 1 May 26 June 21 August 18 September

Train the Trainer — Simulator Instructors (Requires after hours work) 5 days Please Call

Vessel Personnel with Designated Security Duties — VPDSD 2 days 27 April

Vessel/Company Security Officer — Includes Anti-Piracy 3 days 27 February 12 June

Crowd Management 1 day Please Call

Crisis Management & Human Behavior 1 day Please Call

Basic Training & Advanced Fire Fighting Revalidation (Required by firstcredential renewal AFTER 1 Jan 2017) 2 days 23 February 20 March 3 April 15 May 22 June 10 July 3 August 11 September

EFA (Scheduled with Basic Training Revalidation BUT NOT REQUIREDFOR STCW 2010) 1 day 22 February 22 March 5 April 21 June 12 July 2 August 13 September

Leadership & Management (required by ALL management level Deckand Engine officers by 1 Jan 2017) 5 days 27 February 20 March 17 April 8 May 5 June 14 August 25 September

Maritime Security Awareness 1/2 day Please Call

Deck CoursesAdvanced Bridge Resource Management — Meets STCW 2010Leadership & Management gap closing requirements 5 days 15 May 31 July

Advanced Shiphandling for Masters — (No equivalency) Must havesailed as Chief Mate Unlimited 5 days 27 March 8 May 11 September

Advanced Shiphandling for 3rd Mates — 60 days seatime equiv. for 3rdMates 10 days 20 February 6 March 5 June 7 August 18 September

Advanced & Emergency Shiphandling — First Class Pilots, Great Lakes 5 days Please Call

Dynamic Positioning — Basic 5 days 1 May 24 July

Dynamic Positioning — Advanced 5 days 20 March 5 June 28 August

Navigational Watchkeeping Standardization & Assessment Program 5 days 6 March 1, 22 May 12 June 31 July 28 August 11 September

TOAR (Towing Officer Assessment Record) — Third Mate (Unlimited orGreat Lakes) or 1600T Master License required AND OICNW required 5 days 15 May 21 August

Tug Training — ASD Assist (Azimuthing Stern Drive) 5 days 27 March 19 June

Visual Communications (Flashing Light) — Test only 1 day Please Call

Medical Courses

Heat Stress Afloat / Hearing Conservation Afloat 1 day 13 March 3 April 5 June

Elementary First Aid — Prerequisite for MCP within preceding 12 months 1 day 14 March 4 April 6 June 25 July

Medical Care Provider — Prerequisite for MPIC within preceding 12months. Please fax EFA certificate when registering 3 days 15 March 5 April 7 June 26 July

Medical PIC — Please fax MCP certificate when registering 5 days 20 March 12 June 31 July

Urinalysis Collector Training 1 day 27 March 19 June 24 July 7 August

Breath Alcohol Test (BAT) — Alco Sensors 3 and 4 only 1 day 28 March 20 June 8 August

Saliva Screening Test — QEDs only 1/2 day 29 March 21 June 9 August

Medical PIC Refresher — MSC approved 3 days Please Call

American Maritime Officer • 9February 2017Deck Upgrade — STCW 2010 — Management Level (NVIC 10-14)— If sea service or training towards management level (Chief Mate/Master) upgrade started ON OR AFTER 24 March 2014 you must adhereto this new program of training. Completion of both required and optional courses listed below will include all Task Assessments required by NVIC 10-14 , providing ECDIS, GMDSS and ARPA have been previously completed.

Upgrade: Shiphandling at the Management Level 10 days 17 April 17 July

Upgrade: Advanced Meteorology — Requires after-hours homework 5 days 15 May 10 July

Advanced Stability 5 days 8 May 31 July

Search & Rescue 2 days 1 May 7 August

Management of Medical Care 1/2 day 15 February 3 May 9 August

Leadership & Management 5 days 27 February 20 March 17 April 8 May 5 June 14 August

Advanced Cargo — Optional for task sign-off 5 days 20 February 5 June 21 August

Marine Propulsion Plants — Optional for task sign-off 5 days 27 February 19 June 28 August

Advanced Celestial — Optional for task sign-off 5 days 6 March 12 June 11 September

Advanced Navigation — Optional for task sign-off 5 days 13 March 26 June 18 September

MSC Training ProgramBasic CBR Defense 1 day 10, 31 March 7 April 18 May 23 June 21 July

Damage Control 1 day 9, 30 March 6 April 19 May 22 June 20 July

Heat Stress Afloat / Hearing Conservation Afloat 1 day 13, 27 March 5 June

Helicopter Fire Fighting 1 day 8 May

Marine Environmental Programs (with CBRD) 1/2 day 10, 31 March 7 April 18 May 23 June 21 July

Marine Sanitation Devices 1/2 day 14 March 6 June

MSC Readiness Refresher — Must have completed full CBRD & DC once incareer. 2 days 1 May

MSC Watchstander — BASIC — Once in career, SST grads grandfathered 2 days 23 March 8 June

MSC Watchstander — ADVANCED — Required for all SRF members 1 day 17 February 3, 31 March 28 April 5 May 16 June 14, 28 July 1, 15 Sep

MSC Ship Reaction Force — Required every three years for SRF members 3 days 6 March 3 April 19 June 31 July

Small Arms — Initial & Sustainment (Refresher) Training — Open tomembers & applicants eligible for employment through AMO (w/in 1 year) orMSC on MARAD contracted vessels.

4 days 27 February 13, 27 March 10, 24 April 1, 22 May 12, 26 June 10, 24 July 14, 28 August 11, 25 Sep

Water Sanitation Afloat 1/2 day 7 March 6 June

NOTICE: AMO members planning to attend STAR Center in Dania Beach, Florida — either to prepare for license upgrading or to undergo specialty training — are asked to call the school to confirm course schedule and space availabilityin advance.

NOTICE OF NON-DISCRIMINATION POLICY AS TO STUDENTS: The Simulation Training Assessment and Research Center (STAR), established under the auspices of the American Maritime Officers Safety and Education Plan, admitsstudents of any race, color, national and ethnic origin or sex to all the rights, privileges, programs and activities generally accorded or made available to students at the Center. It does not discriminate on the basis of race, color, national orethnic origin or sex in administration of its educational policies, admission policies and other programs administered by the Center.

Engineering Courses

Basic Electricity 10 days 5 June

Diesel Crossover 4 weeks Please call

Gas Turbine Endorsement 10 days 6 March 15 May

High Voltage Safety Course (Classroom) 3 days Please call

Hydraulics/ Pneumatics 5 days 8 May 18 September

Ocean Ranger Program 6 days 3 April

Programmable Logic Controllers (PLCs) 5 days Please call

Refrigeration (Operational Level) 5 days 27 February

Refrigeration (Management Level) 5 days 6 March

Steam Endorsement 4 weeks 17 April 5 June 18 September

Electronics (Management) 1 week Please call

Instrumentation (Management) 10 days Please call

Welding & Metallurgy Skills & Practices — Open to eligible Chief Mates and Masters on a space availablebasis. Interested participants should apply online and will be confirmed 2 weeks prior to start date. 2 weeks 27 February 15 May 12 June 14 August 25 September

Self-Study, CDs and Online Courses

Afloat Environmental Protection Coordinator CD

Anti-Terrorism Level 1 Online

Crew Endurance Management CD

DOT Hazardous Materials Transportation Training CD

EPA Universal Refrigerant Certification Examination Self Study

Prudent Mariner’s Guide to Right Whale Protection CD

Qualified Assessor Online

Vessel General Permit — EPA CD

Engine Upgrade — STCW 2010 — Management Level (NVIC 15-14) — If sea service or training towards management level (1A/E-Chief Eng.) upgrade started ON OR AFTER 24 March 2014, you mustadhere to this new program of training. Completion of both required and optional courses listed below will include all Task Assessments required by NVIC 15-14. By completing the series, no expiration limitation will be placed onyour STCW credential. See STAR Center’s website for full details: https://www.star-center.com/stcw2010-engine.upgrade.html

Leadership & Managerial Skills (G500 as amended) —REQUIRED 5 days 27 February 20 March 17 April 8 May 5 June 14 August 25 September

ERM (E050 as amended) — REQUIRED (unless previously takenfor gap closing or original license) 5 days 20 February 13 March 24 April 12 June 31 July

Upgrade: Electrical, Electronics & Control Engineering(Management Level) (E133 as amended) (UPGRADE with tasks)Required unless previously taken for gap closing or original license

5 days 6 March 1 May 19 June 7 August

STCW Upgrade Task Assessment — General Engineering &Procedure (E135 as amended) — OPTIONAL: Tasks can besigned off onboard

5 days 10 July

STCW Upgrade Task Assessment — MEECE — OPTIONAL:Tasks can be signed off onboard 5 days 26 June

STCW Upgrade Task Assessment — Motor (E120 as amended) —OPTIONAL: Tasks can be signed off onboard 3 days 5 July

STCW Upgrade Task Assessment — Steam (E121 as amended) —OPTIONAL: Tasks can be signed off onboard 5 days 20 February 24 July

STCW Upgrade Task Assessment — Gas Turbine (E122 asamended) — OPTIONAL: Tasks can be signed off onboard 5 days 27 February 17 July

10 • American Maritime Officer February 2017

AMO NATIONAL HEADQUARTERS

DANIA BEACH, FL 33004-4109601 S. Federal Highway(954) 921-2221 / (800) 362-0513Paul Doell, National President pauldoell51@yahoo.comExtension 1001Mobile: (954) 881-5651FAX: (954) 926-5112 Charles A. Murdock, National Secretary-Treasurercmurdock@amo-union.orgExtension 1004 / Mobile: (954) 531-9977 / FAX: (954) 367-1025Joseph Z. Gremelsbacker, National Vice President, Deep Seajgremelsbacker@amo-union.orgExtension 1009 / Mobile: (954) 673-0680 / FAX: (954) 367-1029Todd Christensen, East Coast Representative tchristensen@amo-union.org / Mobile: (561) 806-3768Marie Doruth, Executive Assistant to the National Presidentmdoruth@amo-union.orgExtension 1017 / Mobile: (954) 290-8109FAX: (954) 926-5112Dispatch: (800) 345-3410 / FAX: (954) 926-5126Brendan Keller, Dispatcher (bkeller@amo-union.org)Extension 1061 / Mobile: (954) 817-4000Robert Anderson, Dispatcher (randerson@amo-union.org)Extension 1060 / Mobile: (954) 599-9771Member Services:Extension 1050 / FAX: (954) 367-1066 / memberservices@amo-union.org

OFFICES

WASHINGTON, D.C. 20024490 L’Enfant Plaza East SW, Suite 7204(202) 479-1166 / (800) 362-0513 ext. 7001Paul Doell, National President pauldoell51@yahoo.comExtension 7004Mobile: (954) 881-5651J. Michael Murphy, National Vice President, Government Relationsmmurphy@amo-union.org / mikemurphy68@aol.comExtension 7013 / Mobile: (202) 560-6889T. Christian Spain, National Assistant Vice President, Government Relationscspain@amo-union.orgExtension 7010 / Mobile: (202) 658-8887FAX: (202) 479-1188

PHILADELPHIA, PA 191131 International Plaza, Suite 550Chris Holmes, Contract Analyst (cholmes@amo‐union.org)(800) 362‐0513 ext. 4002 / Mobile: (856) 693‐0694

UPDATE CREDENTIALS, DOCUMENTS, TRAINING RECORDSSecure File Upload: https://securetransfer.amo-union.org/E-mail: memberservices@amo-union.orgQuestions: (800) 362-0513 ext. 1050

TOLEDO, OH 43604The Melvin H. Pelfrey BuildingOne Maritime Plaza, Third FloorFAX: (419) 255-2350John E. Clemons, National Vice President, Great Lakesjohnclemons@amo-union.org(800) 221-9395 ext. 6003 / Mobile: (419) 205-3509Brian D. Krus, Senior National Assistant Vice Presidentbkrus@amo-union.org(800) 221-9395 ext. 6007 / Mobile: (216) 571-9666Michelle Moffitt, Dispatcher (mmoffitt@amo-union.org)(800) 221-9395 ext. 6005 / Mobile: (419) 481-3470

GALVESTON, TX 775512724 61st Street, Suite B, PMB 192David M. Weathers, National Vice President, Inland Watersdweathers@amo-union.org(800) 362-0513 ext. 2001 / Mobile: (409) 996-7362FAX: (409) 737-4454

SAN FRANCISCO / OAKLAND, CA 946071121 7th Street, Second FloorOakland, CA 94607FAX: (954) 367-1064Daniel E. Shea, National Executive Vice President (dshea@amo-union.org)(510) 444-5301 / (800) 362-0513 ext. 5001Mobile: (415) 269-5795William Barrere, West Coast Representative (wbarrere@amo-union.org)Mobile: (415) 654-2671

NEW ORLEANS / COVINGTON, LA 70434P.O. Box 5424Covington, LA 70434Daniel J. Robichaux, National Assistant Vice Presidentdrobichaux@amo-union.org(954) 367-1036 / Mobile: (985) 201-5462 / FAX: (954) 367-1062

STAR CENTER

STUDENT SERVICES/LODGING AND COURSE INFORMATION2 West Dixie HighwayDania Beach, FL 33004-4312(954) 920-3222 ext. 201 / (800) 942-3220 ext. 201Course Attendance Confirmation: (800) 942-3220 ext. 20024 Hours: (954) 920-3222 ext.7999 / FAX: (954) 920-3140

SERVICES

FINANCIAL ADVISERS: THE ATLANTIC GROUP AT MORGAN STANLEY(800) 975-7061 / www.morganstanleyfa.com/theatlanticgroup

MEDICAL CLINIC AMO PLANS2 West Dixie Highway 2 West Dixie HighwayDania Beach, FL 33004-4312 Dania Beach, FL 33004-4312(954) 927-5213 (800) 348-6515FAX: (954) 929-1415 FAX: (954) 922-7539

LEGAL

AMO Coast Guard Legal Aid General CounselProgram Glanstein LLPMichael Reny 711 Third Ave., 17th FloorMobile: (419) 346-1485 New York, NY 10017(419) 243-1105/ (888) 853-4662 (212) 370-5100 / (954) 662-9407MikeReny@BEX.NET FAX: (212) 697-6299

Regular monthly membership meetings for American Maritime Officerswill be held during the week following the first Sunday of every month at1 p.m. local time. Meetings will be held on Monday at AMO NationalHeadquarters (on Tuesday when Monday is a holiday). The next meetingswill take place on the following dates:

AMO National Headquarters: March 6, April 3

New U.S. Maritime Alert and Advisory System launchedThe following bulletin was released January 26 by the Maritime Administration. 1. This message announces the launch of the new U.S. Maritime Advisory System,

which represents the most significant update since 1939 to the U.S. government process forissuing maritime security alerts and advisories. The new system establishes a single federalprocess to expeditiously provide maritime threat information to maritime industry stake-holders including vessels at sea. In response to valuable feedback from stakeholders, theMaritime Advisory System was developed to streamline, consolidate, and replace maritimethreat information previously disseminated in three separate government agency instru-ments: Special Warnings, MARAD Advisories, and global maritime security related MarineSafety Information Bulletins.

2. The U.S. Maritime Advisory System includes two types of notifications: A U.S.Maritime Alert and a U.S. Maritime Advisory. Maritime Alerts quickly provide basic threatinformation to the maritime industry. When amplifying information is available, a moredetailed U.S. Maritime Advisory may be issued on a threat and could include recommen-dations and identify available resources. U.S. Maritime Alerts and U.S. MaritimeAdvisories will be broadcast by the National Geospatial-Intelligence Agency, emailed tomaritime industry stakeholders, and posted to the Maritime Security Communications withIndustry (MSCI) web portal, at www.marad.dot.gov/MSCI.

3. The U.S. Maritime Advisory System is a whole-of-government notification mech-anism. The Departments of State, Defense, Justice, Transportation, and Homeland Security,

and the intelligence community, supported the development of this new system in coordi-nation with representatives from the U.S. maritime industry through the Alerts, Warningsand Notifications Working Group.

4. Questions regarding the U.S. Maritime Advisory System may be emailed toMARADSecurity@dot.gov. Additional contact information is available on the MSCIweb portal.

5. This message will automatically expire on July 6, 2017.

Monthly Membership Meetings

American Maritime Officer • 11February 2017

Shore AccessContinued from Page 7USCG and CBP. The eNOA/D contains acrew list with all required identity informa-tion on U.S. citizen crew members for CBPto check against data bases for preapproval.

The current AQUA Lane program’ssingular focus on preapproval of low riskcargo, but not preapproval of low risk U.S.crew members is creating an unnecessaryhardship on U.S. citizen mariners, and theefficient operation of U.S. ships, that needsto be addressed. We are requesting that asystem of preapproval of U.S. citizen crewmembers based on the prior submission of

the crew list ninety-six (96) hours inadvance of arrival be implemented and thatport relief deck and engineering officersand relief crew members holding USCGcredentials and TWICs be permitted toboard the ship to assist in operations prior toformal clearance by CBP.

We request a meeting with theappropriate officials within the CBP todiscuss a way forward on this issue. Ifany Congressional action to change U.S.statutes, or fund CBP resources, areneeded to ensure U.S. citizen crew mem-bers on U.S. flagged ships are grantedtimely entry into the U.S. when returninghome we will cooperate with the CBP toaccomplish that goal.

Maritime Labor Convention provisions covering seafarers take effectThe following is excerpted from an

article released January 18 by theInternational Maritime Organization.Please note: These provisions of theMaritime Labor Convention require docu-mentation verifying compliance to be car-ried onboard each affected vessel.

IMO Secretary-General Kitack Limhas welcomed the entry into force today (18January) of new obligations under the

Maritime Labor Convention (MLC 2006),which require shipowners to have compul-sory insurance to cover abandonment ofseafarers, as well as claims for death orlong-term disability of seafarers.

The 2014 amendments to the MLC2006, which comes under the auspices ofthe International Labor Organization (ILO),are based on guidelines that were developedby a joint IMO/ILO working group, which

reported to both IMO’s Legal Committeeand ILO’s governing bodies.

“These amendments, which will pro-vide better protection for seafarers and theirfamilies, are the fruit of successful collabo-ration between IMO and ILO to ensure bet-ter working conditions and better protectionshould things go wrong. I am very pleasedto see these amendments enter into forcetoday for the Parties to MLC 2006, all ofwhich are also IMO Member States,” Mr.Lim said.

“Seafarers make global trade possi-ble and it is vital that we all work togetherto ensure their rights are protected. It hasoften been said that the MLC 2006 repre-sents the fourth pillar when it comes to themost important maritime treaties as itcomplements the IMO treaties coveringsafety — the SOLAS treaty, pollution pre-vention — the MARPOL treaty and train-

ing of seafarers — the STCW treaty,” Mr.Lim said.

The 2014 amendments to the MLC2006 require that a certificate or other doc-umentary evidence of financial security hasto be issued by the financial securityprovider of the shipowner. This certificatehas to be carried on board the ship.

The amendments were developedover nearly a decade of discussion in a JointIMO/ILO Ad Hoc Expert Working Groupon Liability and Compensation regardingClaims for Death, Personal Injury andAbandonment of Seafarers.

IMO’s Legal Committee maintainsa standing agenda item, to keep underreview the provision of financial securityin case of abandonment of seafarers, andshipowners’ responsibilities in respect ofcontractual claims for personal injury to,or death of seafarers.

USCG proposes raising bar forreporting of marine casualties

The Coast Guard proposes to amend the monetary property damage thresholdamounts for reporting a marine casualty, and for reporting a type of marine casualtycalled a "serious marine incident" (SMI). The initial regulations setting these dollarthreshold amounts were promulgated in the early 1980s and they have not beenupdated. Because the monetary thresholds for reporting have not kept pace withinflation, relatively minor casualties must be reported. Additionally, the regulationsrequire mandatory drug and alcohol testing following an SMI; consequently, testingis being conducted for casualties that are less significant than those intended to becaptured by the original regulations. Updating the regulations will reduce the burdenon vessel owners and operators, and will also reduce the amount of Coast Guardresources expended to investigate these incidents.

Comments and related material must be submitted to the online docket viahttp://www.regulations.gov, or reach the Docket Management Facility, on or beforeMarch 24, 2017. Comments sent to the Office of Management and Budget (OMB)on collection of information must reach OMB on or before March 24, 2017.

Email (preferred) — oira_submission@omb.eop.gov (include the docketnumber and "ATTN: Desk Officer for Coast Guard, DHS" in the subject line)

FAX— (202) 395-6566Mail— Office of Information and Regulatory Affairs, Office of Management

and Budget, 725 17th Street NW, Washington, DC 20503, "ATTN: Desk Officer,U.S. Coast Guard"

12 • American Maritime Officer February 2017

USNS Williams supports Marine Corps maintenance operation

A Marine Corps tank sits adjacent to the stern ramp October 28 during a back-load of all tanks, amphibious assault vehicles and other rolling stock onto themaritime prepositioning ship USNS PFC Dewayne T. Williams.

Marine Corps tanks, amphibious assault vehicles and other rolling stock alignedon Tango Pier, U.S. Naval Base Guam (NBG), October 28 awaiting back-loadingonto the maritime prepositioning ship USNS PFC Dewayne T. Williams.

U.S. Navy photos by Jeff Landis

The following article by JeffreyLandis, U.S. Naval Base Guam PublicAffairs, was published in the January2017 edition of Sealift, the official publi-cation of Military Sealift Command, andis reprinted here with permission. TheUSNS Williams is operated by CrowleyLiner Services and is manned in alllicensed positions by American MaritimeOfficers.

The Maritime Prepositioning Ship(MPS) USNS PFC Dewayne T. Williams(T-AK-3009) pulled back into ApraHarbor, U.S. Naval Base Guam (NBG),October 27 to back-load nearly 80 U.S.Marine Corps vehicles and equipmentafter a three-week visit to the port. Thevisit was a rare opportunity for Marinesand maintenance support personnel toconduct a three-week maintenance periodin Guam — where use of NBG’s rein-forced piers for amphibious and trackedvehicles was more than a proof of concept,but also an exercised capability for theport at Apra Harbor far west of PearlHarbor, Hawaii.

The offload — although onlyintended for maintenance of 14 M1A1

Abrams tanks — included 16 amphibiousassault vehicles (AAV), a few seven-tontrucks and other rolling stock and equip-ment. MPSs are designed for maximizedefficient use of all available space, sorolling off all the equipment to get to thetanks was a necessity, said Maj. LeeParker, officer-in-charge of theMaintenance Support Team (MST) sent toGuam. Port operations staff and offloadsupport specialists from USNS Williamsguided the tanks, AAVs and other rollingstock using a ramp from the ship ontoTango Pier, and then all the vehicles andgear were moved and stowed in the con-fines of Uniform Pier, with its reinforcedcement deck capable of holding the 70-tontanks. With the maintenance period com-plete, the back-load commenced October27 and 28 in the same organized fashion.

“The evolution was smooth andexpertly executed,” said Dan Quicho, portoperations director. “This type of heavyequipment offload for a maintenanceavailability, in addition to the husbandingservices here at Guam, adds versatility toour support capability here at Naval BaseGuam. It also equates to a significant cost

savings to offload and conduct businesshere instead of sending the ship back tothe states.”

The combined team of close to 50MST personnel came from various areasacross the globe, including Blount IslandCommand (Marine Corps Support FacilityBlount Island, Jacksonville, Fla.), MarineForces Pacific in Hawaii, and maintenanceand support personnel from Okinawa,Japan, and Camp Pendleton, Calif., as wellas the main services and technology con-tractor, Kellogg Brown & Root (KBR).

Guam is not a typical port of call forMPS offloads but according to Parker, themaintenance was a must. “These tankswere recently used in Exercise FreedomBanner 2016 in the Republic of Koreaback in late February-early March,” saidParker. “The required corrective mainte-nance, assessment, inspections, as well aspost-maintenance inspection actions willbring the vehicles and equipment up toacceptable readiness levels for their three-year ship cycle and so that the MPS willbe ready for any contingency.”

Freedom Banner is a Navy andMarine Corps deployment and

offload/back-load exercise that strength-ens interoperability and working relation-ships for proficiency at numerous militaryoperations ranging from disaster relief tocomplex expeditionary operations.

MPS ships have sufficient equip-ment, vehicles, supplies and ammunition tosupport a Marine Air-Ground Task Force(MAGTF) — upwards of 27,000 troops —for 30 days during a contingency.

The USNS Williams is named afterMedal of Honor recipient, Marine PFCDewayne T. Williams, former native ofBrown City, Mich., who died during a bat-tle at Quãng Nam Province, Vietnam, onSept. 18, 1968. Williams was awarded theMedal of Honor posthumously for hisconspicuous gallantry and intrepidity atthe risk of his life above and beyond thecall of duty while diving on an enemygrenade that was thrown into the middleof his patrol amidst an intense enemynighttime ambush. Williams’ bodyabsorbed the full impact of the grenade,ultimately saving the lives of his patrolmembers and enabling them to defeat theattackers and hold their position untilassistance arrived.

Maersk Peary conducts consolidation training

The U.S.-flagged tanker MaerskPeary recently conducted consoli-

dation training with the MilitarySealift Command fleet replenish-ment oiler USNS Walter S. Diehl,

successfully completing underwayreplenishment exercises in the

Gulf of Aden. The Maersk Pearyis operated by Maersk Line,Limited and is manned in all

licensed positions by AmericanMaritime Officers. Photo courtesy of Maersk Peary

USNS Able visits Yokosuka during Indo-Asia-Pacific deployment The following is excerpted from an

article by Mass Communication Specialist2nd Class Brian Reynolds, SubmarineGroup 7 Public Affairs, which was postedJanuary 17 by the U.S. Navy. The USNSAble is operated by Crowley Liner Servicesand is manned in all licensed positions by

American Maritime Officers.YOKOSUKA, Japan (NNS) —

Military Sealift Command ocean surveil-lance ship USNS Able (T-AGOS 20)arrived at Fleet Activities YokosukaJanuary 16 for a port visit as part of itsIndo-Asia-Pacific patrol.

The visit strengthens the already pos-itive alliance between the U.S. and Japanthrough the crew’s interaction with theJapan Maritime Self-Defense Force. It alsodemonstrates the U.S. Navy’s commitmentto regional stability and maritime securityin the U.S. 7th Fleet area of operations.

“The crew has worked tirelessly dur-ing this deployment,” said Phillip Thrift,Able’s master. “The visit gives the crewsome well-deserved time off and an oppor-tunity to explore the rich culture of Japan.”

Able is the first ship in the U.S. Navyto bear the name and is the second of fourVictorious-class ocean surveillance ships.Its primary purpose is to conduct anti-sub-marine warfare by deploying aSurveillance Towed-Array Sensor System(SURTASS), which provides passiveacoustic mobile detection, tracking, andreporting of submarine contacts at a longrange. Additionally, Able is one of fourocean surveillance ships capable of search-ing for submarines using Low FrequencyActive Sonar (LFA). The data provided bySURTASS is analyzed aboard Able andthen sent to Submarine Group 7 (CSG-7) inYokosuka, Japan. CSG-7 then uses theinformation collected to make critical deci-sions regarding the placement of its assets.

Able is operated and maintained bycivilian contractors for the Military SealiftCommand. The SURTASS surveillancesystem is operated by an aboard militarydetachment from Naval OceanographicProcessing Facility Whidbey Island,Washington.